Reversible engine control apparatus



JONFZOU Nm @Him @2301 JOOM oom t@ @v UEE 28 zmEw/L R. R. STEVENS ET AL REVERSIBLE ENGINE CONTROL APPARATUS Filed March 29, 1949 July 1s, 1950 Patented July 18, 1950 UNITED -srAfl'E-s` PATENT OFFICE REMERSIBLE ENGINE CONTROL APPARATUS Roy R. Stevens, Forest Hills, and Raymond E.

Miller, Wilkinsburg,liPa., assignors to .The Westlinglnouse Air BrakeCompany, vvvilmerding, Pa., a corporation of .Bennsylvania Application March '29, 1949, Serial No. 84,174

apparatus for remotely controlling operation of a Diesel engine.

Other objects and advantages willI hereinafter be apparent fromthe 'following more detailed description ofthe invention.

In the accompanying drawing', Fig'. `is schematic representation, partly in outline and partly in section, of `fluid pressure control'appa.- ratus embodyingthe invention; Fig. Zisa crosssectional View in detail of al rel-'ay ValveY device,`

several of which are shown symbolically in the apparatus shown in Fig. 1'; 'iFigpBis a cross-sectional view of a double'check'valve device shown in outline in the apparatusshown in Fig. i, and' Fig'. 4 is a cross-sectional viewfin detail of a reducing valve device, several of which are shown symbolically in Fig. '1.

Description In 'the drawing', the `reference numeral i? .refers to afportion of' one endifof a. crank sli'aftzofta reversible Dieselenginetwhich.may he of the twnv cycle or four cycle typey A'andreference,numeral 2 refers to a reversing' shaft. 'for Ysaid engine, which, in the case oif affouriicycle-engi'ne may be; operativelyconnected toi the engine cam shaft Vfor shifting said shaft to -onevpositionfor another torpermit :the enginefto startedrbyfcompressed air'for operationin either-direction of yoperation to; for example, drive 'a .'-ship ahead Aor astern. In the case ofyaftwo: cycle engine, the enginefrejversing shaft. A2 Amay be operatively connected to a starting air.distributorontheengineiwhichmaybeconditioned inf'onefrotary'position;ofishaft 2 to soV distribute supply of :starting air to the' engine .cylinders asto cause ther-engine: to turn over `in its one or ahead direction and which maybe Aconditioned in an opposite rotary position fofi shaft 2- to4 so vdistributesupply Yof starting air `to theengine cylinderswas to cause Vthe engine to turn. over in fits. opposite-or-astern direction. A reversing lever 3 is attached .to the; shaft 1'2I ite: act as a mediiunvthrough which saidfgsfhaftmay be positioned. Ahead andl astern ypositions of .lever 3. and shaft `2 are indicatediin fthe draw-n ingby dot-fand-dashlinesrappropriately titled.

The reference numeralyit :refers to .a1 `governor speed :control .shaft .which yis :rock-able throughz a governor speed control lever il to different angular positions to regulate the speed setting.

of a speed governor device (not shown) accordingly. By rocking movementof the control shaft 4 to and between an idling speed and full speed positions, indicated in the drawing vhy dot-and-dash lines so titled, the speed setting iofl the governor device may be adjusted accordingly to call for a minimum engine speed corresponding to the idling speed position. of shaft it up't'ofa maximum engine speed corresponding 'to its full speed position. In the Well-kn0wnmannen the governor device, which is arranged to fbe. driven by the. engine, Will operate 'to maintain speed of the engine substantially constant and' in accord with the governor speed setting by regulating the amount of fuel supplied to said engine.

Reference numeral 5 refers to a 'fuel control shaft which 'may be operably connected' to the speed governor device in the well-known'manner' by means (not shown), and operatively connected to flow regulating means (not shown) for controlling/the amount of fuel'to be supplied to the engine. The shaft *5 is rockable by the governor device through a connection (not shown) to various angular positions to and be-' tween limit positions indicated in the drawing by dot-and-dash lines 'bearing' titles, fuel off" and full Ifuel, respectively, to regulate rtnewfuel supply vto the engine accordingly.

speed, cannot be set to actuate the fuel control shaft 5 to its fuel off position for stopping' theengine to terminate rits operation or preparatory to reversing, so that a fuel cut-off cylinder device 6 is provided .which is operative to act through'the medium of a lever l'. and overcome action Jof the governor device-to push the fluel control shaft. 5 to its fuel off position 'for `cutting off supply of fuel to the engine. The fuel cut-o cylinder device '16, at ytermination `of'its operation, is so conditioned' as not to interfere.y

with positioning of' the fuel control shaft 5 by the governor device, as will be described in detail hereinafter.

The reference vnumeral ifi refers to a fluid pressureireversing motor for actuating the reversing shaftE to its two different positions, and refer ence numeral i2 refers to aspeed control cylinder device `for adjusting position of the speed The usual'v governor device, whose speed'setting always calls for operation of p the engine at least at an idling lay valve device for controlling operation of the fuel cut-off cylinder device S. Reference numeral refers to a directional interlock device arranged to cooperate with relay valve device i6 for controlling operation of the fuel cut-01T cylinder device 6. Reference numeral I8 refers to a relay valve device for controlling operation of the starting air valve device |5. Reference numeral I9 refers to a relay valve device for controlling selection of one or another of two fluid supply pressures for reasons which will be set forth hereinafter. Reference numerals and 2| refer to two reducing valve devices which are so arranged as to make the above-mentioned two supply pressures available from a common source at a third and higher pressure such as a reservoir 22. Reference numeral 23 refers to a double check valve device which modifies operation of relay valve devices I6 and I8. Reference numeral 26 refers to an operators control valve device which is arranged to control operation of the entire apparatus, as will be described hereinafter. The fuel cut-off cylinder device 5 is shown schematically in the drawing, and for sake of illustration may simply comprise a casing containing a piston 30 having a piston rod 3| attached thereto which extends slidably through one end of the casing for contact with the lever At one side of piston 30 there is a pressure chamber 32 which is adapted to be supplied with fluid under pressure by way of a pipe 33, while at the opposite side of said piston there is a spring chamber 34 which contains a compression spring 35 arranged to urge the piston 30 in the direction of chamber 32. The fuel cut-olf cylinder device 6 is so adapted and arranged relative to the fuel control lever 1 that with supply of fluid under pressure to chamber 32 the piston 30 will overcome action of spring 35 and move the rod 3| into contact with said lever and cause same to assume its fuel off position. Upon subsequent release of fluid under pressure from the chamber 32, the spring 35 will move piston 30 and rod 3| to a position in which lever has full freedom of movement between its fuel off and full fuel positions without interference from said rod.

The fluid pressure reversing motor may comprise a casing containing a reversing piston 40 having a piston rod 4| which extends slidably through the casing and has an operative connection with the reversing lever 3 through the medium of a pin connected link 42. At one side of piston 40 there is a pressure chamber 43 which is adapted to be supplied with fluid under pressure by way of an ahead control pipe 44 for causing said piston to move in the direction of an opposite chamber 45 to move the reversing shaft 3 to its ahead position in which it is shown in the drawing. 'I'he chamber 45 is adapted to be supplied With fluid under pressure by way of an astern control pipe 40 for causing piston 40 to move in the direction of chamber 43 and acting through rod 4I, to thereby move the reversing lever 3 to its astern position opposite to that in which it is shown in the drawing. When fiuid under pressure is supplied to one of chambers 43 or 45 for causing movement of the piston 40 as above, the other of said chambers will be vented to atmosphere to allow for such movement, as will` be described hereinafter.

' The speed control cylinder device |2 schematically may be substantially similar to the fuel cut-oli cylinder device 6 and may simply comprise a cylinder in which is slidably disposed a piston having an operative connection with the speed control lever 4' through the medium of a piston rod 5| and a pin connected link 52. At one side of piston 50 there is a pressure chamber 53 which is adapted to be supplied with fluid under pressure by way of a speed control pipe 54, While at the opposite side of said piston there is a spring chamber 55 in which is disposed a compression spring 56, which is arranged to oppose movement of said piston in the direction of the spring chamber. With pressure of fluid in the chamber 53 at a minimum pressure, which pressure may be atmospheric pressure, piston 50 will assume the position in which it is shown in the drawing with the speed control lever 4 disposed in its idling speed position. Upon supply of fluid to chamber 53 at a maximum pressure which may be thirty pounds, for example, piston 50 will overcome action of spring 56 and move to an extreme position opposite to that in which it is shown in the drawing, to cause the speed control lever 4' to `assume its full speed position. Piston 50, hence speed control lever 4 may be caused to assume anyl position intermediate their corresponding extreme limit positions by adjustment of the pressure of fluid in the chamber 53 between atmospheric pressure and thirty pounds, for example.

The starting air valve device |5 and the relay valve devices I6, I8 and |9 for sake of illustration, schematically may be alike. Referring to Fig. 2, each of the above mentioned devices may comprise a casing |00 having a diaphragm |0| disposed therein and subject to pressure of uid in a diaphragm control chamber |02 on its one f side and to pressure of fluid in a chamber |03y on its opposite side. Also formed in the casing are chambers |04, |05 and |06, chamber |04 being separated from the chamber partition |01 and from the chamber |05 by a partition |08. A partition chamber |05 from the chamber |06. A valve ||0 is disposed in the chamber |04 for controlling communication between the chamber |05 and said chamber |04. The valve ||0 may be secured to a fluted stem slidably mounted in a suitable bore extending through the partition |08, a valve seat being formed at the end of the bore opening into the chamber |04 to accommo date the valve ||0. A valve ||2, similar to the valve ||0, is disposed in the chamber |06 for controlling communication between the chamber |05 and said chamber |06. The valve ||2 is attached to a fluted stem ||3 which is slidably disposed in a suitable bore extending through the fpartition |09, a valve seat being formed in the end of said bore opening into the chamber |06 to accommodate the valve ||2. Both of the fluted stems and ||3 project into and meet in the chamber |05. A bias spring ||4 is disposed in the chamber |06 and arranged to urge the valve 2 toward its seat and, at the same time, through engagement of stems and I3, to urge the valve ||0 away from its seat. valve ||0 is operably connected to the diaphragm |0| by means of a rod or stem ||5 extending through a bore in the partition |01. A control spring ||6 is provided in chamber |03 to oppose deilection of the diaphragm |0| in the direction of the chamber |03.

In operation of the valve device shown in Fig. 2, with the chamber |03 open to atmosphere, upon supply of uid under a pressure sufcient to overcome action of the control spring ||6, the diaphragm |0| will deflect in the direction of the chamber |03 and against action of the bias spring |09 separates the' The IM will cause` seating of the valve `il!)A and unseating of the valve4 i l2. With valve .l It closed and the valve H2 open., chamber [G5 will -be closed to the chamber |04 andv open to the chamber |055. Upon subsequent reduction in pressure of fluid below a certain value as determined by compression `of spring Ht, the bias spring H4 and the control spring H6 will .return to diaphragm Ibi and the valves lid and i12 to the position .in whichv they are .shown in the drawing, the valve H2 being .seated and the valve` i lili being unseated. With the valve H being unseated and the. valve H2 seated, the chamber will be closed .to the chamber litt and open to the chamber M14.

Hereinafter, in .describing operation` of any of the valve devices l5, It, ifa or vi9 which are .similar to the device shown in detail in Fig. 2, when the valve llll is unseated; and the valve iii! is seated, a communication, indicated symbolically in the drawing by a solid line bearing the reierence numeral H8, will be established to .connect the chamber .H35 .to the chamber ldd. Similarly, when `the valve lib is seated and the valve H2 'unseatecL a communication, indicated in the drawing symbolically by a dash `line bearing the reference numeral M9, will be established to .connect the chamber H to the chamber l. When one of the communications il or H9 is established, the other of said communications simultaneously will be disestablished.

The directional interlock `device il may be substantially like that disclosed and described in detail .in the United .States Patent No. .2,459,883 of Cecil S. Kelley issued January 25, 1949.

Since reference rmay be made .to the above Kelley patent for a detailed .description .of the directional .interlock device l'i, only a brief operational description thereof .is included in the present application. Briefly, thereiore. the directional interlock device il is operable in response to supply of fluid underpressme to a pipe 24o to sense the 4dlrectionof rotation of the engine cranl; shaft l, through actuation ci .a retractible ishoe 2M into engagement with said shaft, and to establish communication between one or the other of the ahead and astern control pipes Ml, 46 and a pipe rift. according to direction of such rotation, and to maintain such connection when fluid under pressure is subsequently vented from the pipe Elib, with resultant retraction of the shoe 24| away from the shaft i. If the .engine crank shaft i is turning in its ahead direction when the shoe 24! is caused to engage said shaft, the directional interlock device il will respond to assume what will hereinafter be referred to as its ahead position in which the astern control pipe i5 is connected to the pipe 244 and the latter pipe is disconnected from the ahead control pip-e dit. Conversely, if the shaft i is rotating in its opposite or astern direction at the time that the shoe H is in engagement with said shaft, the directional interlock device il will assume what will hereinafter be referred to as its aster-n position in which the pipe 244 will be disconnected from the astern control pipe dii and will be connected to the ahead control pipe If, at the time that shoe 2M is caused to engage `shaft i, said shaft is not rotating, the interlock device Il will remain in whichever of its two positions it last `assumed during a previous engagement of said shoe with said shaft when rotating.

Referring to Fig. 1i, the reducing valve vdevices 2t and 2l each may comprise a casing 66 having 61 therein a supply .chamber 61, a delivery chamber 68, a control .chamber 69 and an exhaust chamber it. A movable valve seat element 'H is arranged for movement by a stem 65 and is adapted to cooperate with a supply valve 'i2 for controlling communication between `the supply chamber 61 :and the delivery chamber 68. The supply valve 12 may be in the form of a ball disposed within a cavity 'is formed in the seat element il. The cavity i3 may be open by way of ports 'M in one end to the supply chamber Si and by way .of a central opening 'i5 in its opposite end to the delivery chamber b3. A seat may be formed in one end of opening it against which supply valve i2 may seat to close ofi cavity i3, hence supply chamber tl, from delivery chamber 61B.

A bias spring 'it may be disposed in the cavity i3 and arranged 'to urge `the supply valve l2 tov Ward its seated position. The .stem '65 may have a screw-threaded attachment with the casing 66 and be provided with a linurled knob il, or the like, disposed' outside the casing for manual adjustment oi position of said stem. Thus the seat element 'il may be moved in the direction oi chamber i3d or inthe opposite direction by adjustment of stem 635. A release valve seat element it, secured for movement with deflection of a ilexible .diaphragm is, is provided for accommodating a release valve Sii which is `disposed in the delivery chamber 68. Diaphragm 'lil forms a partition within the casing and divides the control chamber t9 from the exhaust .chamber iii. The control chamber 553 is constantly open to the delivery chamber 68 by way of a choke Si while the exhaust chambery it is constantly open 4to the atmosphere by way of a port 82 in the casing. Diaphragm l5?, therefore, is subject opposingly to delivery pressure of fluid in the chamber di! on one side and to atmospheric.

pressure in the chamber 'iii on its opposite side. The release valve seat element 18 forms a movable partition between the delivery .chamber 68 and the control .chamber dit and prevents direct impingement of iluid under pressure on the daphragm i9 as same is supplied to said delivery chamber. Choke .til prevents any sudden pressure impulses which may occur in the chamber 68 from influencing diaphragm deilection. .The release valve seat element 18 comprises a portion Sii which extends through a control opening in the diaphragm "it and into the exhaust chamber it. .A nut cli is in screw-threaded attachment with portion 33 for securing element 'i3 to the diaphragm. A .control opening 8b extends 5 from the chamber t8 at one end of lthe element 83 to its opposite end, opening into the exhaustv 58 from the exhaust chamber 'N3 via said opening.v

Release valve '3b is rigidly secured to the supply valve 'l2 by means of a small rod at. A bias spring 8l may be provided for urging the seat element li to follow movement of the stem 65. A Compression `control spring S3 is disposed in the exhaust chamber and ar-ranged to act on the diaphragm i9 to oppose action of pressure of fluid in the control chamber 69 on lsaid diaphragm. One end of the spring Si? abuts a spring seat element 8b carried by a screw-threaded shaft 90 which is adjustable manually to change the precompression ofthe spring 88 as may be desired toy suit operating conditions of the reducing valve device.

In the reducing valve device 2l its supply chamber 61-is connected to thereservoir 22 by way of such as a supply pipe 306 and its delivery chamber 68 is connected to a pipe 30 I. The pressurefof uid in the reservoir 22, hence in the chamber 61, may be about two hundred and lifty pounds, for example, to act as a source of starting air at pressure adequate to turn the engine over during starting.

In the reducing valve device 20, its supply chamber 61 is connected to the pipe 30| and its delivery chamber 68 is connected to a pipe 302.

:In operation of each of the reducing valve devices 20 and 2|, with the supply chamber 61 charged with fluid at a certain pressure, the knob 11 may be turned to advance the stem 65 inwardly of the casing and thereby move the seat element 1| in the direction of the chamber 68 for unseating the supply valve 12 which is restrained from such movementl by engagement of the release valve 80 with the seat element 16 which is at this time stationary. This adjustment of knob 11 may be done initially in setting upthe apparatus to allow fluid under pressure from the supply chamber 61 to flow by way of the unseated supply valve 12, the opening 15 in seat element 1|, the delivery chamber 68. Pressure `of fluid thus supplied to the delivery charnber 68 will be realized in the control chamber 69 by way of the choke 8|. When the pressure of fluid in the control chamber 69 acting on the diaphragm 19 increases sufficiently to overcome the initial compression of the control spring 88, said diaphragm will deflect in the direction of the exhaust chamber 'l0 against opposing action of said spring. This deflection of the diaphragm will carry with it the release valve seat element 18. By action of the spring 16 in the seat element 1|, the release valve B0 will remain seated on the seat element 18 and will follow movement thereof, as will the attached supply valve 12, whichY movement will advance the supply valve toward its seat on said element 1|. When the supply valve 12 reseats on the element 1|, and thus closes oilc the supply chamber 61 from the delivery chamber 68, further increase in pressure of fluid in said delivery chamber is thereby prevented. The degree of pressure which may be established in the delivery chamber 68 will depend upon the distance the supply valve must travel to reseat and upon the initial compression of the spring 88. For a given compression of spring 80, the pressure of fluid in the delivery chamber 68 may be increased in direct proportion to the distance that the seat in seat element 1| is disposed away from the supply valve 12, as determined by adjusted position of the stem 65.

The reducing valve device is operative automatically to maintain iluid in its delivery chamber at the pressure for which it is set. For ex ample, should pressure of uid in the delivery chamber 68 tend to increase above the value for which it is set, such increase in pressure in the control chamber 60, connected to the chamber 68,A acting on the diaphragm 19 will deflect same downwardly, pulling seat element 18 away from the release valve 80, allowing the excess pressure of fluid in the delivery chamber to be reduced by flow of fluid therefrom by way of the opening 05, exhaust chamber and the port 02. When the desired value of pressure of uid in the delivery chamber 68 is thus again reestablished, through consequent upward deection of the diaphragm, the seat element 18 again will contact the release valve 80, closing oi said deis shown in the drawing, seated against the seat' 8 l livery chamber from the exhaust chamber to maintain the desired pressure.

By proper adjustment of its stems and 90, the reducing valve device 2| may be set to maintain a pressure of one hundred pounds, for example, in the pipe 30|. Similarly, the reducing valve device 20 may be set to maintain a, pressure such as thirty pounds in the pipe 302.

The reservoir 22 may store fluid at some such pressure as two hundred and fty pounds for supply to the engine in starting, as will be described hereinafter. The reducing valve device 2| may reduce iiuid from a reservoir pipe 300 at two hundred fty pounds to a supply pipe 30| at pressure of one hundred pounds'for example, for employment in the control apparatus, as will be described hereinafter. Also,v the reducing valve device 20 will reduce the pressure of fluid in the pipe 30| for delivery to a supply pipe 302 at a pressure of thirty pounds, for example, for employment in the control apparatus as will be shown.

Referring to Fig. 3, the double check valve device 23, for sake of illustration may comprise a casing 206 having a bore 26| extending longitudinally therethrough. One end of the bore 20| may be closed by an end member 202 suitably secured to the casing 200 by means not shown, and the opposite end of said bore may be closed by an end member 203 similar to member 202.

Resilient seat members 204 and 205 may bel clamped between the casing 200 and the members 202 and 203, respectively, at opposite ends of the bore 20| for seating and sealing engagement with a piston valve element 206 which is slidably disposed in said bore. One inlet opening 201 to the double check valve device 23 may extend through the end member 202 and seat member 204 into one end of the bore 20 while another inlet opening 208 may extend through the end member 203 and seat member 205 into the opposite end of said bore. The length of the piston valve element 206 is considerably less than the length of the casing 200, and when uid under pressure is supplied to the inlet opening 201 when opening 208 is vented to atmosphere, said piston element will assume a position seated on seat member 205. Conversely when fluid under pressure is supplied to the inlet opening 208 with opening 201 vented to atmosphere, the piston valve element 206 will assume 'the position in which it member 204. Intermediate opposite ends of the bore 20|, the double check valve device is provided with an outlet opening 206 which opens radially into said bore. When the piston valve element 206 is in the position in which it is shown in the drawing, the outlet opening 209 is closed to the inlet opening 201 and is open to the inlet opening 208 by way of the bore 20|. Conversely, when the piston valve element 20G is caused to assume its opposite position seated on seat mem ber 205, the outlet opening 209 is closed to the inlet opening 208 and is open to the inlet opening 201 by way of the bore 20|.

The operators control device 26 may be similar to that shown and described in detail in United- States Patent No. 2,413,390, issued to Roy R.

Stevens, December 31, 1946, and assigned to thel assignee of the present application. For detailed description of the control device 26, therefore, reference may be made to the above patent.

Briefly, the operators valve device 26 comprises valve means (not shown) for controlling selective e 9 establishment and disestablishment of connections between a control supply pipe 380' and the ahead and astern control pipes M, 4E as well as a start control pipe 493|, and for effecting Variations in pressure of fluid in thespeed control pipe 54. An operators control lever it! is provided for controlling operation of the valve means.

The lever lil? `extends through a guide slot 403 and has a stop position intermediate the ends of said slot. At one side of stop position, which side is indicated in the drawing by a legend aheadj the lever 462 has a run and idle position which is locatedV substantially midway loetween stop position and one `end or the slotllf where said lever has a full speed position. Adjacent to the run and idle position,l the slot 403 opens to a transverse slot dit@ to allow for Inovement of lever 4t2 to a start position. At the opposite sidc of stop position, indicated by the legend asten-l, the lever 4t2 has oppositely arranged corresponding run and idle and full speed positions and a similar start position disposed opposite to run and idle position ina slot 595. g

In stop position 'of lever #m2, thev valve means (not shown) controlled by said lever are positioned to open the ahead, astermspeed, and start control pipes trl/,126, 5ft and' ttl, respectively, to atmosphere. In"run and idle position at the "ahead sidev of stop position, the valve meansy controlled by lever its? are conditioned to Vconnect the ahead control pipe ttl to the control supply pipe tilt w'hilemaintaining the astern control pipe dit, the speed control lpipe 5t and the start control pipe del ventedto atmosphere. By Inoving `leverllll! into slot elle, the start control pipe titl isalso connected tothe control supply pipe` Gli alongwifth the ahead control pipe 44. run and idle position of lever im at the oppositeor astern side of stop position, the astern control pipe le is connected to the control supply pipe lit, while the aheadcontrol' pipe, thev speed control pipe tif-l and the sta-rtv control pipe liti are vented to atmosphere. Upon movement of the lever '4t2 into the slot fitti, the start control pipe lill! is connected to the control supply pipe Mill along with the Aastern control pipe 46;

When the lever fitti is in either ofthe run and idle positionsfthe 4speedcontrolpipe 43' is open to atmosphere-as above mentioned, for rendering the speed control cylinder device l2 effective to maintainthe governor speed control lever `4 vin its idling speed p-osition'in which it 'isshown the drawing, while upon movement of `the 'op-Y erators control lever Ht toy either of the full speed positions, fluid at a maximum degree of pressure is provided in the speed control pipe 51!k for rendering the speed control cylinder device l2V eiiective to move the governor speed control lever 'Il' to full speed position to thereby provide` for `operation of the' engine at maximum speed. Any desired speed setting of the governor device may be effected through 'positioning of lever 4" by suitable 'adjustment of the operators control lever tti?` between either. of the' runand idle positions and the corresponding full speed position.

` While the lever `4t2 is being positioned within the range between run and idle and full speed on Vthe ahead side of' stop position, the ahead control pipe lill will remain connected to the control supply pipe Miti, and conversely,.while said lever is positionedwithinthe oppom't'ej correspondingrange on the astern'si`de, the va'stern con# anatra 10 trol pipe 4B will remain connected to4 said control supply pipe. In the double check valve device 23, its inlet opening 201 is connected to a branch of the ahead control pipe lit, its inlet opening 208- is connected to a branch of the astern control pipe lit and its outlet opening 2li@ is connected to the respective control chambers m2 in the relay valve devices it and I8 by wayof a pipe 590.

ln the relay valve device I6, its chamber l|04 is connected to the one hundred pound supply pipe 353i, its chamber MI5 is connected to the pipe @staand its chamber 106 is connected tothe pipe 24 In the relay valve device i3, its Achamber -l0`4` is connected to atmosphere by way of such as a pipe :itl its chamber H55 is connected to the pipe 24D, and its chamber litt is connected to the one hun-V dred pound supply pipe 30|.

In the relay valve device It, its chamber |04 is connected to the thirty pound supply pipe 362', its chamber IE5 is connected to the control supe ply pipe M00 and its chamber liiiis connectedto the one hundred pound supply pipe 301.

In `the starting air valve device l5, its chamber IM is connected to atmosphere by way of such as a pipe 5M, its chamber i355 is connected to a pipe't in turn connected tothe engine for conf veying starting air thereto, and its chamber H1B is connected to the two hundred iifty pound sup'- ply pipe the to act asa source ofv supply of starting air for turning the engine over in starting.

In all theV devices l 5, i6, l8-and lg, their re-` spective chambers m3 are vented to atmosphere by way of such asa port 594.

.Operation Let it be rai-:suined initially .that the operators control lever 4112 is in stop position, in which position it is shown in the drawing, with the ahead, ostern, speed and start control .pipes y471i, 46, y54 and itl vented to atmosphere. Cham,- bers 43 and 45 in the fluid pressure reversing motor Il thus. will be vented to atmosphere via i, the ahead and astern control pipes #i4 and d'6 and i8, therefore, will be positioned establishing their respective communications llt; k'Ihe pipe 33 to the .fuel cut-off cylinder device .5, ,there-l fore, will be connected via relay valve device "It"` to the one hundred pound supplypipe Sill, so that piston 43i! in device E will be inv the `position in which it isgshown in the drawing, holding the fuel controlv lever l in its fuel oii posi? tion` so that no fuel will be supplied to the engine at this time. At lthe same time, the pipe 24'!) to the Idirectional interlock device' ll will" be vented to atmosphere via the relay valve device i8 and the pipe 5M, so that the shoe 2M of said directional interlock device 'will be in" its 'retracted position out or Contact with me engine crank shaft l and said directional 'interi-f lock device Il willjffbe` in its last assumed, orl

ahead. position, connectingthe pipe lille to the astern control pipe it. Also, `with the pipe 245' yented to atmosphere, the control chamber |02 'in the starting air valve device I5 will be so yented, with the result that its communication |I8` is established, thereby connecting the pipe 503 to atmosphere by way of the pipe 502. No starting air, therefore, is being supplied to the engine by way of pipe 503, yand since neither is fuel being supplied at this time, the engine and hence crank shaft I will not be turning over.

With the speed control pipe 54 vented to atmosphere as aforementioned, the speed control cylinder device l2 will be in the position in which it is shown in the drawing, holding the governor speed control lever 4 in its idling speed position in which it also is shown in the drawing.

yWith the start control pipe 40| vented to atmosphere, the control chamber |02 in the relay valve device I9 will be so vented, with the result that the communication IIB of said device will be in establishment, connecting the control supply pipe 400 to the thirty pound supply pipe 302. Now let it be assumed that the operator desires to start the engine for operation in the same, or ahead, direction in which it last operated, as determined by position of the reversing piston 40. The operator will then move the control lever 402 in the control valve device 20 out of stop position in the ahead direction in the slot 403, thereby effectingconnection of the ahead control pipe 44 to the control supply pipe 400, while maintaining the astern, speed and start control pipes 46, 54 and 40| vented to atmosphere.

Since at this time the control supply pipe 400 is connected by way of the relay valve device I to the thirty pound supply pipe 302, fluid under pressure from the latter pipe will flow via the former pipe, through the operators control device 26 into the ahead control pipe 44.

From the ahead control pipe 44, this fluid under pressure will flow to the chamber 43 in the fluid pressure reversing motor II, but since said motor is already in its ahead position, the reversing piston 40 will remain static as will the reversing lever 3, conditioning the engine for operation in its ahead direction.

From the ahead control pipe 44, fluid under pressure will also flow by way of the double check valve device 23 and the pipe 500 to the respective control chambers |02 in the relay valve devices I6 and I8 where the pressure of fluid at this time will thus be increased from atmospheric to a pressure of thirty pounds.

The relay valve device I6, having a control spring IIIi of the proper initial compression, will respond to pressurization of its control chamber at thirty pounds to disestablish its communication IIS and to establish its communication |I9, thereby disconnecting the pipe 33 from the one hundred pound supply pipe 30| and connecting said pipe 33 to the pipe 244.

Since at this time the pipe 244 is vented to atmosphere by way of the directional interlock device II and the astern control pipe 40, fluid under pressure from chamber 32 in the fuel cutoff cylinder device 6 will vent to atmosphere by way of pipe 33, communication IIB in the relay valve device I6 and said pipe 244. The fuel cut-off cylinder device 6 will thenrespond to move the rod 3| to a position away from the fuel control lever I to allow the speed governor device to control supply of fuel to the engine.

. The thirty pounds pressure of fluid in the control chamber |02 in the relay valve device I8 will not be suflicient to overcome action of the control spring IIB in said device I8 since the initial compression of said spring is such as will oppose such fluid until it attains a pressure of substantially sixty pounds, for example. The relay valve device I 8 therefore will maintain establishment of its communication |I8 at this time, so that the pipe 240 remains vented to atmosphere by way of the pipe 50|. The directional interlock device Il will remain in its ahead position with shoe 24| retracted and the control chamber |02 in the starting air Valve device I5 will remain vented. The starting air valve device I5, therefore, will maintain establishment of its communication I I8 connecting the pipe 503 to atmosphere.

From movement of the control lever 402 in slot 403 out of stop position in the ahead direction, the operator will move said lever to start position in the slot 404, thereby effecting connection of the start control pipe 40| to the control supply pipe 400 along with the ahead control pipe 44 while the astern and speed control pipes 46 and 54 remain vented to atmosphere.

Fluid under pressure from the control supply pipe 400 will then flow by Way of the operators control device 26 and the start control pipe 40| to the control chamber |02 in the relay valve device I9 wherein the fluid pressure will be increased from atmospheric to thirty pounds pressure. The pressure of thirty pounds in the control chamber of the relay valve device I9 will be sufficient to overcome action of the control spring I|6 in said device which therefore will respond to disestablish its communication II8 and to establish its communication ||9. The control supply pipe 400 consequently is disconnected from the thirty pound supply pipe 302 and is connected to the one hundred pound supply pipe 30 I.

With the control supply pipe 400 thus connected to the one hundred pound supply pipe 30|, fluid under pressure will flow by way of the operators control device 2S, the ahead control pipe 44, the double check valve device 23 and the pipe 500 to the control chamber |02 in the relay valve device I8 where the pressure will thus be increased from thirty to one hundred pounds. The relay valve device I8 will then respond to such an increase in pressure of fluid in its control chamber to disestablish its communication |I8 and to establish its communication IIB.

The pipe 240 will then become connected to the one hundred pound supply pipe 30| by way of the communication II9 in relay valve device I8, so that fluid under pressure will flow by Way of said pipe 240 to the directional interlock device 'I and to the control chamber |02 in the starting air valve device I5. The shoe 24| of the directional interlock device I'I will be brought into engagement with the engine crank shaft I, and the starting air valve device I5 will respond to disestablish its communication I|8 and to establish its communication II9, connecting the pipe 503 to the two hundred fifty pound supply pipe 300. Starting air from the pipe 300 will then flow via device I5 and pipe 503 to the engine which is thereby turned over in its ahead direction.

Since the fuel control lever I is free to be positioned by the speed governor device at this time, fuel will be supplied to the engine along with the starting air. When such fuel res and causes running of the engine at idling speed, the operator may move the operators control lever 402 from ahead start to the ahead run and dle I3 position, with consequent venting of the start control pipe 40| along with the astern and speed control pipes 50 and 54 While the ahead control pipe 44 is maintained connected to the controlsupply pipe 400.

Upon thus venting of the start control. pipe 40| to atmosphere, the relay valve device i9 will disestablish its communication ||8 and reestablish its communication i9, thereby disconnecting the control supply pipe 4.00 iromfthe one* lhundred pound supply pipe 30| and again` connecting said pipeV 400y to the thirty pound supply pipe 302. Fluid under pressure in the control chamber |02 in the relay valve device will then reduce from one hundred pounds to thirty pounds by Way of the pipe 500, double check valve device 23the ahead control pipe 44, the opcrators control device 26, the control` supply pipe 400, communication IIB` in the relay valve device I9, supply pipe 302, and the reducing valve device 20, as will. be appreciated from previous description of operation of said device 20. The relay valve device I8 will then respond. to disestablish its communication ||9 and to establish its communication IIB, thereby again venting the pipe 240 to atmosphere by way of the pipe 50|.

With the pipe 240 again vented, the shoe 24| oi' the directional interlock device il' will again retract, While said device remains in its ahead position, and the starting air valve device I5 will respond to disconnect the pipe 503 from the supply pipe 300 and connect said pipe 503 to atmospherev by way of the pipe 502 by establishment of its communication H3. The supply of starting air is thus out oli" as the engine continues to run at idling speed on fuel.

It will be appreciated that when pressure of fluid in the control chamber of the relay valve device i8 is increased from thirty to one hundred pounds or subsequently reduced` from one hundred to thirty pounds a similar increase and a similar reduction in pressure is experienced in the corresponding control chamber in the relay valve device I0, but such changes have no' effect on they position of device I6 which assumes its positions upon establishment oi the thirty pound pressure: and reduction substantially below the thirty pound pressure.

Withthe engine thus running on fuel, the operator may regulate the speed of its operation by proper adjustment of position of lever 452 in the' slot 4&3 intermediate ahead run and idle position and ahead full speed position, as vvill` l be appreciated from previous description.

From the above description, it will be seen that restarting' the engine in the last direction of operation consists essentially in effecting supply of iluid under pressure to the relay valve device IG for releasingthe fuel cut-off cylinder device and tol the relay valve device I8A for causing starting air to be supplied to said engine,` and upon run.- ning. of same on fuel, to eiect the proper reductionin pressure in the relay Valve device I8 to cause termination of such supply of starting air. When the operator desires to stop the engine while thus running in its ahead direction, he will movethe control lever 402 in slot 403 back. to stop position, thereby again venting the ahead and speed control pipes` t4 and 54 along with the astern and start control pipes 46 and 40| to atmosphere.

y With the` ahead control pipe 44 thus vented to atmosphere, the ilfuid at thirty pounds pressure will release to atmosphere from the respective control chambers |02 in the relay valve devices:

14 6 and 8 by way of the pipe 500, the doublecheck valve device 23, and said ahead control pipe.

Such a reduction in pressure of fluid from thirty pounds to atmospheric will not iniluence the position of the relay valve device |8, which will maintain establishment of its communication` ||8, as Will be appreciated from previous description.`

Reduction in pressure of iiuid in the control chamber of relay valve device l5 from thirty pounds to atmospheric, however, will render said relay valve device responsive to disestablish its communication ||9 and to establish its communication HB, thereby disconnecting the pipe 33v from the pipe and connecting said pipe 33 to the one hundred pound supply pipe Sill. Fluid under pressure will then ilow from'the pipe 30| by way of the relay valve device iii and the pipe 33 to the chamber 32 in the fuel cut-01T cylinder device 6. The fuel cut-off cylinder device 6 wil-l then respond to assume the position in. which it is shown. in the drawing, overcoming the action of the speed governor device and holding the fuel control lever l in its fuel off position. With the fuel control lever l in its fuel off position, the supply of fuel to the engine is terminated, so that without such supply the engine Will come to a stop as desired.

All parts of the apparatus will then be positioned as previously described after operation of the engine in its ahead direction.

Now let is be assumed that, with the engine at rest and with the reversing piston d0' in its ahead position, in which it is shown in the drawing, the operator desires to start the engine in the astern direction. To accomplish this, the operator may move the lever 402 in slot 403 out of stop position to astern start` position in the slot 4&5.

During movement oi the lever 402 in the slot it, the astern control pipe fit and the start control pipe will are connected by way of the operators control device: 25 to the control supply pipe 4%0 and by way of communication l I8 in the'. relay valve device t9 are therefore connected to the thirty pound supply pipe 302. Fluid undel1 pressure from the thirty pound supply pipe 353.2v will then flow by Way of the relay valve device |9, pipe dill), and control device 2% to the astern and start control pipes lo and dill. Fluid under pressure thus supplied to the relay valve devi-oe |8- chamber l5 in the reversing motor and to theV control chamber |02 in each of the relay valve devices te andf ttf by way of the double check valve device 23 and'. the pipe 500i.

Upon supply' of fluid at one hundred pounds pressure. to the chamber l5 in the reversing motor il, the reversing piston dily will be caused to assume its astcrn position opposite to that in which it is shown in the drawing to thereby position. the reversing lever 3 in its corresponding position toA condition the engine for operation in the astern direction. It should be pointed out, however, that. as the operators lever -t'l-E is moved in` slot $632 from itsv stop position to its astern start`position, the astern control pipe will be charged with fluid at thirty pounds pressure which pressure as reflected in chamber F55 in the reversing motor il may either initiate movement of the reversing piston 40 or actually cause it to assume its astern position, depending upon the time which an operator may take to complete movement of said handle 402 into the slot 405. It will be understood, therefore, that the fluid at one hundred pounds pressure, if considered to be supplied initially, will effect rather rapid movement of the reversing piston 40 to its astern position, whereas if it is considered to be supplied subsequent to supply of thiry pound fluid after some delay, such one hundred pound fluid will either aid to complete movement of said reversing piston or act to hold said piston in its astern position once such position has been attained by virtue of the thirty pound fluid.

The relay valve device i0, too, will respond to either the thirty pound fluid or to the one hundred pound uid to disestablish its communication I I8 which connects the pipe 33 to the supply pipe 30| and to establish its communication IIS which connects said pipe 33 to the pipe 244 from the directional interlock device I'I. rlhe directional interlock device I'l at this time being in its ahead position and therefore connecting the pipe 244 to the now charged astern control pipe 40, fluid under pressure in said pipe 204 will persist to maintain the chamber 32 in the fuel cutoff cylinder device S charged, thereby holding the fuel control lever 'l in its fuel off position so that fuel may not yet be supplied to the engine.

The relay valve device I8, however, will respond only to the higher fluid pressure to disestablish its communication ||8 which connects the pipe 240 to atmosphere and to establish its communication which connects said pipe 240 to the supply pipe 30|. It will be seen therefore that such response from the relay valve device I8 will occur only after the operators lever 402 has been moved to a start position to effect supply of fluid at one hundred pounds pressure to one or the other of the ahead and astern control pipes 44, 46. With the communication i I9 in the relay valve device i8 established, fluid under pressure from the supply pipe 30| will flow to the pipe 240 and thence to the directional interlock device I'I and to the control chamber |02 in the starting air valve device I5. The shoe 24| of the directional interlock device I'i will then be brought into contact with the engine crank shaft I to sense its direction of rotation, and the starting air valve device i5 will respond to disestablish its communciation II 8 which connects the pipe 503 to atmosphere and to establish its communication I I 9 which connects said pipe 503 to the two hundred fty pound supply pipe 300, whereupon starting air will flow into said pipe 503 to the engine to cause same to turn over in its astern direction in accord with position of the engine reversing lever 3.

, When the engine, hence its crank shaft I, turns over in its astern direction, the directional interlock device I'I will shift from its ahead position, in which the pipe 244 is connected to the now charged astern control pipe, to its astern position in which said pipe 244 is connected to the now vented ahead control pipe 44. Fluid under pressure will then release from the chamber 32 in the fuel cut-off cylinder device 6 by way of the pipe 33, the communication ||9 in the relay valve device I6, and the now vented pipe 244, whereupon, said cylinder device will respond to move its rod 3| to its retracted position to allow the governor device to so position the fuel control lever 'I as to effect supply of fuel to the engine in amount as will effect running of said engine at its idling speed in accord with the speed setting of said governor device, it being realized that with the chamber 53 in the speed control cylinder device I 2 vented to atmosphere, the governor speed control lever 5 will be in its idling speed position to set the governor to maintain vsuch an engine speed.

With fuel being supplied along with the starting air which is turning the engine over in its astern direction such fuel will re and cause running of the engine at its idling speed in the same or astern direction.

The operator may then move the operators lever 402 out of its astern" start position in the slot 405 to its opposite astern run and idle. position in the slot 403 and thereby cause the start control pipe 40| to be vented to atmosphere along with the ahead and speed control pipes 44 and 54, while the astern control pipe 4B is maintained connected to the control supply pipe 400 which is charged with fluid at the one hundred pounds pressure at the time.

With the start control pipe 40| thus vented, fluid under pressure will release from the control chamber in the relay valve device I9 which will then respond to disestablish its communication |I9, disconnecting the control supply pipe 400 from the one hundred pound supply pipe 30|, and to establish its communication IIS, thereby connecting said control supply pipe 400 to the thirty pound supply pipe 302. Pressure of fluid in the control supply pipe 400, hence the astern control pipe 40 will then reduce from one hundred pounds to thirty pounds by way of the communication I'I8 in the relay valve device I9, the pipe 302 and the reducing valve device 20. Pressure of iuid in the control chamber |02 in the relay valve device I8 will reduce from one hundred pounds to thirty pounds by way of the pipe 500, the double check valve device 23 and the astern control pipe 46. The relay valve device I8 will then respond to disestablish its communication ||9 which connects the pipe 240 to the one hundred pound supply pipe 30| and to establish its communication i I8 which connects said pipe 240 to'atmosphere, thereby allowing release of fluid under pressure from the directional interlock de# vice I 'I with consequent retraction of its shoe 24|' and from the control chamber in the starting air valve device I5 which will respond to disconnect the pipe 503 from the supply pipe 300 and to vent said pipe 503 to atmosphere. Starting air is thus cut off to the engine, which will continue to run in astern direction on fuel.

' It will be appreciated that at the time that the pressure of fluid in the astern control pipe 46 is reduced from one hundred pounds to thirty pounds as above, such reduction will also be effected in the chamber 45 in the reversing motor as well as in the control chamber in the relay valve device I6 with no effect on the position of ars-15,970

127 stopposition-toits astern fstart position, vand 'loyu virtue yfof,resultantepositioning -of the relay-valvendevice 159,efiecti-ng supply oi one hundred-pound fluid-to-the-astern controlgpipe 4t, causingr shift of -theareversingnp-iston 4Q `to its :asternpositionito condition `the engine icr oprerationpin :that direction, causing the relay valve device t6 to-connect the chamber 32 in the fuel cut-off cylinderdevicetftothe now charged pipe 244 from the directional interlock device l-l so that the-fuel control lever l will be maintained in its ueloff position until the shaft V| be- -gins to rotate inits propel` directionfand causing :the relay valve device-l`3pto connect the pipe 24lltothe one hundred `poundfsupply ,pipe 30| for `eiecting engagement of the directional interlock shoe-24| with shaft i andior causing the start ing air valve device l5 to connect the pipe 503 to the -twoghundred and iiftyA pOundsuppIy pipe 390 for supplying starting air to the engine to turn same over in its asterndirection. As soon as the engi-ne turnsoverfinits `astern direction on starting air, the directional interlock device il will assume-its astern position, connecting the pipe 244, hence venting'the chamber 32 in the fuel cut-oilc cylinder device Ei, to the now vented ahead control lpipe M to allow the governor device to move the f-uelcontrol lever-7| out of its fuel off position `for supplying -iuel to the engine. When the engine thus being turned over on starting air begins to run yon fuel, the operator may move the operators lever from` its astern fstart-position inslot |65 to its opposite astern "run and idlefposition in the slot m3, thereby effecting` reduc-tion in pressure in the aster-n'oontrol pipe '46 from `one hundred pounds to thirty `poundslby virtue of a shift in position of the relay `valve Adevice I-S and the reducing valve device Zil. The reduction in pressure in the astern control pipe 46 to thirty pounds causes the relay valve device i'to effect venting of the pipe- 24% to atmosphere, with `cmseoiue-nt retraction of the directional interlock shoe'24i to `a position out of contact with -theshaft and conditioning of the starting air valvedevice |'5 to leffect termination oi supply of starting air to the eng-ine via the pipe 5% which is at same time vented to atmosphere. The `operator may thenregulatel the speed oi theengine by positioning the operators lever between the astern ru-n `and idle and i,

astern full speed positioneaccording'tc the speed desired.

While'the engine is thus operating in its astern direction, if the operator should 'desire to effect a snap reversal of the engine, he maymove the f operatorslever 402 in slot 403 from-its astern position to its ahead start position in the slot 404, thereby effecting connection Vof the ahead andstart control pipes 44 and 423| to the control supplypipe 400 While at thesame time venting Vtheastern and speed control` pipes it and time thefluidat thirty pounds pressure will, iiow viathe ahead control pipe `to the chamber 43 in the reversingmotor I0 to cause same to shift to its ahead position in which it is shown-in the drawing to condition the engine for operation in its ahead direction. Fluid at the thirty pounds pressure will also be maintained in the control chamber of lthe relay valve device I8, as will be appreciated from'previousdescription, and said device will remain positioned -for venting the pipe 24U to atmosphere. At the same time, fluid at the thirty poundvpressure'will flow viathe start control pipe 481| `to the control chamber in the relay valve device i5 `which lwill then respond to disestablish connection between the control supply pipe 4510 and thethirtyrpound supply pipe l362 and to establish'connectionbetween said control supply pipe'a-nd the :one ,hundred pound supply pipe 3FM. `With the control supply pipe 13M charged with -luid at one hundred pounds, pressure of fluid in the ahead control pipe 44 and consequently in `the control chamber in the relay valve devicefl will be increased from thirty to Aone hundred pounds, causing said relay valve device to connect the pipe 24|] to the supply pipe 30|, thereby effecting supply of fluid under pressure to the directional interlock device Il to cause engagement of its shoe 24| with the engine crank shaft l and to lthe Ycontrol chamber in starting air valve device |5,`causing same to establish its communiatini T9 connecting the pipe 592Mo the pipeV 300 forefiecting supply of starting air to theengine to turn same over in its ahead direction. Y

Once the engine Vbegins to turn in its new or ahead direction, the directionalinterlock -device l1 will shift fromfitsastern to its 'ahead position, thereby disconnecting the' pipe 244-' from the now `charged"ahead control -pipe -654 and connecting said pipef244 to thenow vented astern control pipe `46. :Fluid underepressure will then release from the chamber 32- in the fuel cut-off cylinder device 6 whichwill-then respondto moveV its rod A31 "to its-retracted position disposed away from the fuelcontrol--leverfl so'that the speed governor device may positionsaidA lever to eect supply of iuelto fthe'engine.

When the engine begins to'run on fuel, the operator may'then rmove the operators control lever 4|i2 from its ahead start position in the slot 404 toits opposite ahead runand idle position in theslot M3, thereby eiecting ventingfof'flui'd under pressurefrom the start control pipe 40|, while maintaining the ahead control Vpipe -44 connected to 'the control supply pipe M30 andtherastern andspeed controlpipes 46 Aand 54 vented to atmosphere. Upon thus venting the start control pipe Mil, uid under pressure will release from the control chamber in the relay valve device |9,causing same'to assume its position for disestablishing its communication H9 and establishing its communication H8, thereby disconnecting the control supply pipe 4F10 from the 4one hundred pound `supply pipe 30| and connecting said Ycontrol supply pipe lto the thirty pound supply pipe 302 for reducing rthe pressure of `fluid in the control chamber `in the starting air valve device I5, which responds thereto to terminate supply of starting air to the engine, as will be `appreciated from previous description.

By movement of the operators lever 432 be- `tween ahead run and idle and ahead full speed positions, `the operator may regulate the speed of the enginey asdesired.

Should `the operator then desire to stop the engine, he may move the operators control lever 402 in slot 403 to stop position, thereby effecting venting of the ahead control pipe 44 and speed control pipe 54 to atmosphere along with the astern and start control pipes 46 and 40|. Upon venting of the ahead control pipe to atmosphere, fluid under pressure from the control chamber in the relay valve device I6 will release via pipe 500 and double check valve device 23, so that said relay valve device will respond to disestablish its communication IIS and to establish its cornmunication H8, thereby disconnecting the pipe 33 from the pipe 244 and connecting said pipe 33 to the supply pipe 30|. Fluid under pressure will then flow via communication I I6 in the relay valve device I6 and the pipe 33 to the chamber 32 in the fuel cut-off cylinder device 6 to cause the rod 3| to move the fuel control lever 'l to its fuel off position to terminate supply of fuel to the engine, allowing same to coast to a stop. Other parts of the apparatus will be in the respective positions in which they are shown in the drawing and described previously.

It should be appreciated that while a snap reversal of the direction of operation of the enginefrom astern to ahead has been described, it will be seen that in similar fashion a snap reversal of the engine may be effected while same is operating in its ahead direction.

Summary It will now be seen that I have provided a relatively simple engine control apparatus for controlling the starting, running, reversing and stopping of a reversible Diesel engine.

In the control apparatus disclosed herein, the operators control device 26, the relay valve device I9, and the reducing valve device 20 may be located at a station remote from the engine, such as the pilot house on a ship which is to be controlled remotely. By virtue of such an arrangement as the present invention affords, the start control pipe IUI need not extend from the operators control device 26 in the pilot house back to tl'ie engine to control supply of starting air, as is usually the arrangement, but rather need only extend to the relay valve device I9 which operates to increase and decrease pressure of fluid in the control supply pipe 460 for effecting control of starting air supply, thus conserving pipe or tubing and the time required to install same.

Having now described our invention, what we claim as new and desire to secure by Letters Patent is; p

1. Apparatus for controlling starting, running, and stopping of an internal combustion engine comprising in combination, a rst source of fluid at one pressure, a second source of fluid at another and higher pressure than said one pressure, a control supply pipe, an ahead control pipe, a start control pipe, an operators control device having a start position in which said ahead control pipe and said start control pipe are connected to said control supply pipe, a run position in which said start control pipe is vented to atmosphere and said ahead control pipe is connected to said control supply pipe, and a stop position in which both said ahead control pipe vand said start control pipe are vented to atmosphere, a first relay valve device which connects said control supply pipe to said first source when said start control pipe is vented to atmosphere and connects said control supply pipe to said second source when said start control pipe is pressurized, a fuel cut-off motor operable by pressure of fluid supplied to a chamber to effect cut off of fuel to the engine and to terminate operation upon release of fluid under pressure from said chamber, a second relay valve device operable upon supply of fluid to said ahead control pipe at said one or said other pressure to connect said chamber to atmosphere and upon venting of said ahead control pipe to atmosphere to effect supply of fluid under pressure to said chamber, a starting air valve device responsive to pressurization of a control chamber to effect supply of starting air to said engine and upon venting of said control chamber to atmosphere to terminate such supply, and a third relay valve device responsive to supply of fluid at said other pressure to said ahead control pipe to effect supply of fluid under pressure to said control charnber and upon reduction in pressure of fluid in said ahead control pipe to or below said one pressure to vent said control chamber to atmosphere.

2. Apparatus for controlling starting, running, stopping and reversing of a reversible internal combustion engine operable by fuel supplied thereto comprising in combination, a first source of fluid at one pressure, a second source of fluid at another and higher pressure than said rst source, a source of starting air, a first control pipe, a second control pipe, fluid pressure reversing means operable upon supply of fluid under pressure to said first control pipe and venting of fluid under pressure from said second control pipe to a reversing position to condition said engine for operation in a reverse direction, fuel cut-off motor means operable upon supply of fluid under pressure to a pressure chamber to prevent fuel supply to said engine and upon release of fluid under pressure from said pressure chamber to allow fuel to be supplied to said engine, starting air control means responsive to supply of fluid under pressure to a first control chamber to effect supply of starting air to said engine and responsive to release of fluid under pressure from said first control chamber to terminate such supply of starting air, a double check valve having one inlet opening connected to said first control pipe, a second inlet opening connected to said second control pipe, and an outlet opening, a directional control pipe, first relay valve means responsive to supply of fluid at said one pressure to a second control chamber connected to said outlet opening to establish connection between said pressure chamber and said directional control pipe and responsive to release of such fluid from said second control chamber to establish connection between said pressure chamber and said second source of fluid, directional interlock means responsive to turning of said engine in its reverse direction to disestablish connection between said directional control pipe and said second control pipe and to establish connection between said directional control pipe and said first control pipe, a second relay valve device having a third control chamber connected to said outlet opening and responsive to supply thereto of fluid at said other pressure to establish connection between said first control chamber and said second source of fluid and responsive to reduction in pressure of fluid in said third control chamber to establish connection between said first control chamber and atmosphere, a third control pipe, a control supply pipe, a third relay valve device having a fourth control chamber connected to said third control pipe and responsive to supply of fluid at said one pressure to establish connection between said control supply pipe and said second source of iluid and responsive to release of iluid under pressure from said fourth control chamber to establish connection between said control supply pipe and said first source of fluid, an operators control device operable to a position to establish connection between said control supply pipe, said second control pipe and said third control pipe while connecting said rst control pipe to atmosphere and to a second position to connect said third control pipe to atmosphere while maintaining said second control pipe connected to said control supply pipe, and means for maintaining said one pressure in said first source of fluid.

3. Apparatus for controlling the starting, running and stopping of an internal combustion engine, comprising an ahead control pipe, a start control pipe, a control supply pipe, fuel cut-off motor means operable to effect cut 01T of fuel supply to the engine, starting means operable to effect starting of said engine, motor control means responsive to establishment of one pressure of fluid in said ahead control pipe to effect operation of said fuel cut-off motor means and responsive to venting of said ahead control pipe to atmosphere to terminate operation of said fuel cut-off motor, starting control means responsive to establishment in said ahead control pipe of another pressure higher than said one pressure to effect operation of said starting means, means responsive to establishment of at least said one pressure in said start control pipe to effect establishment of said other pressure in said control supply pipe and to venting of said start control pipe to atmosphere to effect establishment of said one pressure in said control supply pipe, and operators control means operable to a start position to establish connection between said control supply pipe, said ahead control pipe and said start control pipe, to a run position to effect venting of said start control pipe to atmosphere while maintaining said head control pipe connected to said start control pipe and to a stop position to effect venting of both said ahead control pipe and said start control pipe to atmosphere.

4. Apparatus for controlling starting, running and stopping of a reversible internal combustion engine comprising, in combination, engine reversing means operable by fluid at a chosen pressure, ahead and astern pipes for conveying fluid under pressure to and from said reversing means :for controlling operation thereof, engine fuel cutoff means, cut-off control means responsive to pressure of fluid less than said chosen pressure to eiect operation of said cut-off means, directional control means for sensing direction of operation of said engine according to the one of said pipes supplied with fluid under pressure and cooperative with said cut-off control means when subject to pressure of fluid at or exceeding said chosen pressure to also effect operation of said cut-off means only with said engine turning contrary to operation of said reversing means, starting means operable only in response to pressure of fluid exceeding said chosen pressure, means for selectively opening said cut-01T control means and starting means to the one of said pipes supplied with fluid at the higher pressure, and an operators control device for selectively supplying fluid to either one of said pipes at either one of the above mentioned pressures while venting the other pipes.

5. Apparatus for controlling starting, running and stopping of a reversible engine having a part rotatable in a direction corresponding to the direction of operation of said engine, comprising in combination with said part, ahead and astern pipes, means including an operators control valve device for selectively providing uid in either one of pipes at either of two different pressures while venting the other of said pipes, engine reversing means movable in response to the lower of the two pressures of fluid providable in either one of said pipes to a corresponding position, fuel cut-oi means, cut-off control means responsive to pressure of fluid lower than said lower pressure to effect operation of said cutof means, directional means responsive to direction of operation of said part cooperative with said cut-off control means when subject to pressure of fluid at and exceeding said lower pressure to also effect operation of said cut-oli" means except with said part turning in a direction corresponding to the position of said reversing means, engine starting means responsive only to the higher one of said two pressures of uid, and means controlled by the pressures of liuid in said pipes for selectively connecting said cut-olf control means and starting means to the one of said pipes supplied with iiuid under pressure.

ROY R. STEVENS. RAYMOND E. MILLER.

No references cited. 

